Automatic air safety-valve.



PATENTED UGT. 25, 1904.

F. B. MORRISON'. AUTOMATIC AIR SAFETY VALVE.

2 SHEETS-SHEET 1.

APPLICATION FILED JAN. 8, 1902.

N 0 MODEL'.

n m66/ fur? rdf/665 eS,

` No. 772,951. PATENTBO OOT. z5, 1904.

P. B. MORRISON.

AUTOMATIC AIR SAPBTYVALVE;

APPLIOATION FILED JAN a. 1902. l

2 SHEETS-'SHEET 2.

N0 MODEL Patented october 25, l'eoas *UNITED STATES PATENT OFFICE.

' FRANK R. MORRisoN, OE TOLEDO, OHIO, AssIeNoR,I RY MEsNE AssIeN- MENTs,-TO THE MORRISON AUTOMATTO sAEETY VALVE COMPANY, OE TOLEDO, OHIO, A CORPORATION OE ARIZONA TERRITORY.

AUTOMATIC AIR SAFETY-VALVE.

SPECIFICATION forming part of Lettersr Patent N0. 772,951, dated. October 25, 1904. Application led January 8, 1902. `Serial No. 88,902. (No-mode@y To @ZZ whom it r11/ty con/cern: Y

Be it known that I, FRANK B. MORRISON, a citizen of the United States, residing at Toledo, in the county of Lucas and State of Ohio, have invented new and useful Improvements in Automatic Air Safety-Valves, of which the following is a specification.

My invention relates to an automatic air safety-valve, the obje/ctV being the provision of means in connection with fluid-pressure brakes whereby when a train in motion accidentally or otherwise parts the brakes vwill be applied gradually.

As is well known to lthose operating railway-trains, the couplings of adjacentvcarsl sometimes become detached or a draw-bar pulls .out and incident theretothe hose-couplings of the brake system are disconnected or the hose ruptured, whereupon, the air escaping from the train-'pipev suddenly, the brakes Y are applied almost instantaneously, and this results in hurling the passengers from their seats and endangering life and limb, and on freight trains movable articles are displaced, the load shifted, and the individual cars are subjected to severe shocks, with accompanying damage to the car-bodies and draft-rigging. The purpose of my invention is to obviate all such casualties and damage by caus-.

ing the rear section of the train to be brought to a stop slowly and at the same time permit the front section to advance far` enough so that a collision will not take place between the two sections.

My invention'consists in certain novelties of construction and combinations of parts hereinafter set forthy and claimed.

Valves vapplied thereto. Fig. 2 is a view of.

the automatic valve as a whole detached from the train-pipe. Fig. 3 is a longitudinal sectional view of 1, showing the movable piston and stem in their normal positions. Fig. 4 is ak vertical cross-section of Fig. 2.

' Referring to Fig. 1, the numeral ldesignates the engineers valve; 2, the train-pipe, which connects with the ordinary triple valves and auxiliary reservoirs, the same being of-a well-known construction, and hence not illustrated; 3, the hose-couplings; 4, a pipe leading to the main reservoir; 5, an angle-cock, and designates my automatic safety-valves applied in this instance to each end of a car directly between the hose-coupling and the adjacent end of the train-pipe.

Referring to Figs. 2, 3, and 4, which show the valve proper detached from the train-pipe, the numeral 7 designates the cylinder of the valve, having a concavo-convex end; 8, a stopcock; 9, a perforated iange; 10, a movable piston; ll, the'piston-stem; 12 designates stops the threaded ends of the pipe-section; 15, a perforatedliange which matches the vflange 9 of the cylinder; 16, bolts which unite the flanges; 17, a small cylinder set in the pipe-section and at right angles to the passage therethrough; 18, elliptical holes through the small cylinder; 19, a lug which engages a recess in the end of the small cylinder so it cannot turn; 20, a cushion which is engaged by the piston-stem when thelatter is forcedV upwardly within the small cylinder; 21, a hexagonal jam-nut encircling the end of the piston-stem; 22, a hole in the cylinder located'above the piston when the latter is in its lowered position and below it when in its raised positiong23, a-hole in the pipe-section; 24, small pipes inserted in the holes 22 and 23, as shown; 25, a vstop-cock. 26 is a coupling-nut, and 27 28 two holes on opposite sides of the small cylinder.

The construction of the valve is clearly shown by the figures. packing between the flanges which unite the' cylinder and pipe-sectionl and make the pis- IA preferably place a ton of the shape shown to secure lightness in weight. The stops 12 may be cast integral with the cylinder when so desired.

The modus opa/runde' is as follows: Suppose a train is equipped with any type ot' automatic fluid-pressure brake having my automatic air safety-valves at each end ofthe cars. When the engineer releases the brakes by admitting compressed air to the train-pipe, it will low by way of the pipes 24 and holes 27 28to the inclosed chamber 29 above the piston. As the piston has no packing, the air will pass between it and the wall of the cylinder and iill the chamber 30, equal pressures being above and below the piston. Under normal conditions of service and when the train is in motion the piston will occupy the position shown in Fig. 3 and by dotted lines, Fig. 2. In service and emergency application of the brakes it has been found by actual trial the piston will remain in its lowermost position or move a slight distance upwardly, but not far enough to pass the hole 22, which is located above the piston. However, when the train breaks apart and the hose becomes disconnected the action is quite different. rIhe sudden discharge ot' air from the train-pipe at the front end of the rear section relieves the pressure in chamber 29, and the counterbalancing-pressure in chamber 30 forces the piston upwardly the entire length of its travel, and the stem closes the holes 18 in the small cylinder. As the piston is now above the hole 22, compressed air from the train-pipe passes to chamber 30 and holds the piston in the position shown by dotted lines, Fig. 2. IVith the parts thus disposed the air from the trainpipe slowly discharges through small hole 27 into the chamber 29 and from the said chamber through the small hole 28 to the atmosphere. It is obvious that the brakes will be applied throughout the rear section of the train gradually and without shock. Then all the air in the train-pipe has exhausted to the atmosphere, the piston 10 will drop by gravity.

The action of the safety-valve at the rear end of the front section of the train acts in a similar manner to that already described; but, as the train-pipe of the front section is in communication with the main reservoir upon the locomotive the discharge of air through the hole 28 will be replaced and the pressure be retained, and the brakes will not be applied until the engineer reduces the pressure in the pipe in the well-known way.

In coupling the two sections of the train when brought together the stop-cock 25 is turned, shutting ott' communication between the train-pipe and the chamber 80, then stopcoek 8 is opened, allowing air to escape to the atmosphere, whereupon the piston and stem drop and open a passage through the holes 18 of the small cylinder.

From the foregoing description it is clear that I have provided an automatic safetyvalve which fuliils all the conditions set lorth as the purpose and object ol my invention.

IVhile I have illustrated only one example of the physical embodiment of my invention, I do not thereby intend to restrict the scopey thereof to said example, inasmuch as the principle may be embodied in other ways and 11nder different lorms of construction. l have shown one of my valves applied to the trainpipe section upon the tender; but it may be omitted in that location. ,l contemplate the use ot' two valves upon the train-pipe section on each car; but under certain conditions l use only one. All such variations olt use, as well as modilications of construction, l intend to embrace within the scope of my claims.

That I claim as new, and desire to secure by Letters Patent, is-

1. A valve connected to the main line carrying' an air or iiuid pressure. the valve having a piston and chambers on both sides ol the piston which are so connected with the main line as, in case of a break in the main line, the fluid-pressure will operate the valve to urge or force a cut-oii across the main line, with means to allow the pressure of the main line to gradually pass out oi: the main line, and when the pressure in the main line is lowered gravity will cause the cut-oill across the main line to resume its normal position to open the line.

2. The combination with a Huid-pressure brake system, of a main line, a chamber containing an clementbodily movable therein and located below the main line, and suitable passage-ways for air,said movable element adapted, when the couplings are separated to move under the action of fluid under pressure lrom its normal position to a position which will close or partially close the main passageway to the atmosphere and leave a relatively small passage-way open to the atmosphere.

3. The combination in a liuid-pressn re brake system of means embracing a piston and stem located in a casing, which, when the couplings are separated will be moved by the ilnid under pressure from its normal position to a position which will close or partially close the main passage to the atmosphere; and means which will allow the air in the train-pipe to be gradually discharged until gravity actuates the piston and stem to again open the main passage.

4. An automatic air safety-valveem bracing a cylinder, a pipe-section, a piston and stem operated by Huid-pressure` said piston dividing thc cylinder into two chambers which are in communication with the pipe-section in such manner that, when a break occurs in the train-pipe, the normally open passageway in the pipe-section will be closed, or partially closed, so as to allow the lluid-pressure in the pipe-section to gradually decrease until the piston and stem again open the pas- IOO llO

sage-way in the pipe-section under the action v of gravity.

5. An automatic air safety-valve embracing a cylinder, a pipe-section, a piston and stem plurality of holes, whereby when the stem` closes the normally open passage in the pipesection air from the train-pipe will be caused to pass into the upper chamber of the cylinder and from there to the atmosphere.

6. In an air-brake system a conduit for the iiuid, a valve in connection with the conduit normally open under-the influence of gravity, a piston which is actuated by variations of the pressur/e of the fluid on opposite sides of the piston, means for maintaining normally an equal pressure on both sides of ther piston, and means for causing a retarded iiow of fluid past the valve when it is closed.

7. In a fluid-pressure line,.a normally open conduit for the fluid, an auxiliary chamber located below the conduit, a bodily-movable] element in said chamber having a seat in said conduitand adapted to gradually close said conduit when approaching its seat, iiuid-pressure means for forcing said movable element to its seat, said movable element being adapted to move from its seat back into the auxiliary chamber under the iniiuence oi' gravity.

8. In a Huid-pressure line, a normally open conduit for the iiuid, an auxiliary chamber located below the conduit, a bodily-movable element in said chamber normally kept in said chamber under the influence of gravity, a seat in said/conduit for said movable element, said movable element being adapted to gradually close said conduit when approaching its said seat, said auxiliary chamber adapted to receive compressed air for' forcing said movable element to its said seat,and said movable.

element adapted to move from its said seat back into-,said chamber under the iniiuence of gravity.

9. In an automatic safety-valve for airlines, a conduit for the fluid, a'chamber connected with said conduit, a movable element in said chamber dividing it into two compartments and normally held away fromsaid conduit by gravity, means for equalizing the fluid-pressure in both of said compartments, said movable element being so formedas to be forced to and held in said conduit by fluidpressure -and partially close the same when is suddenly reing it into two compartments, means for equalizing the fluid-pressure in both oi' said compartments, said valve adapted to be forced to and heldin its seat in the conduit by fluidpressure and partially close the same when ythe pressure in said conduit is suddenly reduced below rthat in said chamber, and said valve adapted to drop by force of gravity to its normal position out of the passage-way ot' said conduit when the pressure thereon equal-- izes with thatin the chamber.

ll. In an automatic check-valve for fluidpressure systems, the combination with a reservoir, a casing, a valve-seat .in casing, of a down,.and fluid-pressure means in said reservoir for forcing stem to its seat-'and closing passage in main pipe, substantially tied.

12. In an automatic safety-valve for iiuidpressure systems, a casing, a valve-chamber, a valve, a cylinder, a piston in said cylinder adapted to open and close passage through valve-chamber as it reciprocates in said cylinder, inlet and outlet ports in cylinder conimunicating with fluid-line, and independent means for permitting iiuid to pass into cylinder, substantially as specified.

18. In an automatic safety-valve for iluidpressure systems,-a casing having a valvechamber, a piston-chamber having ports communicating with pipe-line, a piston, a stem attached to piston and adapted to seat in valvechamber, means for permitting fluid to circulate between piston and floor of pistonas specichamber and around stem and slowly exhaust,

vpiston-head for reciprocating said stem and piston, substantially as specified.

15. In an automatic check-valve for' i'luidp pressure systems, comprising a casing having` a valve-seat and inlet and outlet passages, a cylinder secured 1nk said casing and having` communication with main line through ports in casing, a piston in said cylinder, a valvestem attached tosaid piston and adapted-to pass through one of said ports and to its seat in casing, and means or,the admittance of fluid in portion of cylinder above piston wherebyas pressure in main pipe is reduced IOO the expansion of fluid above said piston forces i pressure Systems, the combination of e casing' i ineens whereby the mire is forced to its sont; adapted to Connect with train-pipe, n valve by uid-pressine, suhetzrntinlly :le speeiiml. IO chamber and seat, a reservoir, a piston in Said In testimony whereof I :iiiix my signature in reservoir having connection with the valve, presence oi' two witnesses.

5 means whereby the Huid may enter seid res- FRANK B. M()I\,HIS(Y)N.

ervoir and circulate around and 0n both Sides fitnessesz of piston-head, independent means for zld- CHARLEY E. (OZZNNS, mittng fluid to reservoir from pipe-line, und G. FnNNnnnnG. 

